NEWS EDITOR GREG MIGLIORE: I've been anticipating driving the 2013 Chevrolet Malibu, and I give this latest slice of American pie high marks for its interior quality, drivability and presence.

The cabin looks and feels well-executed. There's attention to detail evident in the chromelike trim that bisects the dashboard, and the dual-cockpit layout is subtle but makes for a nice atmosphere, with some character. The materials and touch parts are pleasing, and it feels like a competitive, premium-aspiring interior, which is par for the course in the small-to-midsize-sedan segment.

There also are a few cues from the Camaro, such as the dual gauges in front of the steering wheel and the taillights, which are a bit reminiscent of the sports-car cousin.

The Malibu looks and feels like a large car. The styling is different from that of the previous-generation car, though it seems closer to evolutionary than revolutionary. The proportions and the angles look different, but a close inspection shows more than a passing resemblance to the car it replaces. Still, the 2013 version looks sharp thanks to the headlights and long hood.

This Malibu shares Opel-derived underpinnings with the Buick Regal, and the measurements are almost the same in regard to wheelbase and width, though the Chevy is nearly an inch longer. The Malibu drives large, though it's not unwieldy. The chassis is comfortable for the most part, and the body is reasonably composed. I was actually surprised a touch by how much potholes and wet streets upset this car, though it wasn't offensive. Just noticeable.

I felt that the Regal, which I drove a few days prior, was a bit stiffer. That's just my perception, as the car's specs are so close. I do offer kudos for this powertrain that's strong throughout the band. Passing and launches are strong, and the car conveys the attitude of a large American family sedan.

Two other key points: The curb weight, at 3,620 pounds, is impressive considering that this car feels and looks big, and the Eco system is a harbinger of things to come. Light-hybrid techniques enable up to 37 mpg—that's outstanding in a mainstream, well-equipped model that starts at a reasonable price. We should face off the Malibu with the next-generation Ford Fusion. That would be interesting.

EDITOR WES RAYNAL: I'm impressed, much more so than I thought I'd be.

For starters, to my eye the new Malibu looks terrific inside and out. Yes, right down to the square tail lamps. I really like the looks.

The interior not only looks good, but looks to be of high-quality materials. Everything one touches has a soft, more-expensive-than-it-is feel to it. Impressive.

As for the driving, I thought this eAssist system was smoother than the same in the Regal that I drove a few weeks ago. Stop/start felt seamless, the car returned 30 mpg in the city, and there was nary a hiccup in the powertrain. I'm curious about how this can be. Is it a different system? And if so, why would General Motors have two different systems that do essentially the same thing? Or does it just work better in this application? Is it updated and coming soon to the Buicks? Whatever, it's good. The four-cylinder engine gives just enough power off the line, though the car is no rocket. It's fine for zipping around town, though. The suspension is firm, but not too firm.

And then there's the price, which I think is a smokin' deal.

Oh, one thing I didn't like: I thought the turn signal was too loud. I'm not kidding; that's the only thing bugged me about the car.

Other than that I really liked the Malibu Eco, and I can't wait for the new Ford Fusion. The midsize-sedan fight between this and the Ford will be fascinating to watch.

DIGITAL EDITOR ANDREW STOY: I'll confess to having paid very little attention to the 2013 Chevy Malibu up until now. After all, the car was completely overshadowed by the dramatic Ford Fusion at the Detroit auto show, and by all exterior appearances the 2013 model is simply a mild refresh of the good but hardly exciting Malibu we've had since 2008.

But spending a weekend with the car completely changed my perception. Chevrolet has produced an outstanding midsize car in the 2013 Malibu, particularly in Eco trim like our tester. When's the last time you heard a fuel-miser version of anything called Lexus-quiet? The Malibu Eco earns such praise. The highway ride is smooth and totally stable, possibly the best I've experienced since the Audi A6.

Obviously an electrically assisted 2.4-liter four-cylinder can't quite compete with the best luxury German and Japanese powertrains, but for a mass-market mild hybrid, GM's eAssist consistently impresses me. The integration in our Malibu was actually better than what I experienced in the Buick LaCrosse recently, free from the occasional shudder and strange disengagement clunks. Our Malibu was smooth and torquey, never once feeling underpowered, and it consistently delivered around-town fuel economy in the upper 20s.

Those accustomed to Chevy interiors of the past few years are going to find themselves in unfamiliar territory inside the 2013 Malibu. This car is positively luxurious among midsize sedans, domestic or otherwise. It takes Chevy's recent interior-design improvements, seen on vehicles such as the Equinox, and pairs them with materials of equal caliber for an outstanding result.

On the other hand, I find the exterior appearance just blandly attractive—it's definitely not a showstopper like the Fusion, nor is it dramatic and polarizing like the Hyundai Sonata. That recipe seems to have been a winner with the Cruze, however, so Chevy seems to be taking its conservative approach all the way to the bank.

The bottom line says it all: less than $30,000 for a good-looking, beautifully trimmed sedan with impeccable highway manners and up to 37 mpg highway? Good show, Chevrolet. Dearborn: The ball is officially in your court.

ROAD TEST EDITOR JONATHAN WONG: There's quite an interior in this 2013 Chevrolet Malibu Eco. The materials are top-notch and there's a tasteful amount of chrome trim throughout. I really like how the aqua accent lights reflect off the chrome at night. It's a slick touch. It's also a comfortable place to be in with good seats, but the busy center stack with buttons for audio and climate controls will take a little time to get used to. Another thing I noticed was that the button to manually shift the automatic transmission is right at the top of the shifter. It felt as if that should have fire missiles instead of shift gears.

On the outside, you can see the Camaro influence, with the square taillights, and the rest of the car is simple. Not loud, not too boring and inoffensive to most people, which is what sells in this class.

Driving the Malibu Eco is fine. I'm picky when it comes to how the brake pedal feels, and the regenerative aspects always muck things up. This one isn't too bad, though. Being the fuel-sipping model, the low-rolling-resistance tires easily squeal around corners and contribute to the numb steering felt. And with the Malibu Eco tipping the scales at more than 3,600 pounds, it's no rocket out of the gate to require you to really boot it if you need to get going in a hurry.

For the people who will consider the Eco model, they probably won't mind that the car doesn't drive that tight or feel that planted rounding turns. They will look at the 37-mpg EPA highway rating and be happy that the car moves when they press the gas pedal, stops when they hit the left pedal and turns when they crank the wheel.

COPY CHIEF CYNTHIA L. OROSCO-WRIGHT: I was thoroughly impressed with this 2013 Chevrolet Malibu Eco. What a fine package, with the stylish sheetmetal in this great shade of red, the quality of the materials in the cabin, the ease of use of the infotainment/HVAC system and—most importantly—the smoothness of the eAssist system. The stop/start function was barely noticeable, and there was little lag in power coming on at takeoff. It worked so seamlessly and provided plenty of power on the expressway for passing and for cruising around town. The handling was good and the suspension was not terribly upset over the less-than-perfect roads around here.

The cabin is spacious, the seats are comfy and the instrument panel and center stack have a sleek look about them, despite all of the buttons. There's plenty of room in the back seat and also in the trunk.

In my overnight commute and running errands, the fuel needle barely moved. Bonus. That, plus all of the luxury-like touches, the solid handling and a smooth hybrid system at a great price—I'll take it.

EXECUTIVE EDITOR BOB GRITZINGER: I didn't realize how significantly the Malibu styling had changed until I parked this in the garage next to a 2011 model. This isn't just a fascia job—it's all new sheetmetal from stem to stern, with considerably more character lines channeled into the metal, much more prominent Camaro-derived taillights and a full makeover of the front-end lights and metal. The problem is that I think I favor the old understated sportiness of the front and rear, but I like the more distinctive side sheetmetal. Can't get both, can I?

I agree with comments about the interior—Chevy and GM overall continue to create top-notch surroundings. This latest Malibu's upgrades are evident, from the seat comfort and adjustability to the quality craftsmanship in evidence in the center stack and stitched-leather instrument cluster hood. It's good work, right down to the ambient-lighting band crossing the dashboard, softly reflecting off the nearby chrome accents.

I'm not quite so down with the car's chassis and powertrain in this example, however. The suspension and ride are good, and the handling is crisp, but the steering feels overweighted and too taut on center at speed, and overall the car doesn't feel as nimble and planted as the car it replaces. And while the powertrain packs an ample punch, the stop-and-go tip-in is abrupt, downshifts are abrupt, and down around 1,500 rpm (about 40 mph typically), there's an annoying thrum that seems uncharacteristic for what is otherwise a well-engineered car.

Finally, is $29,000 the price of entry for a well-equipped midsizer these days? If the Eco is outside your price point, wait until summer when the rest of the 2013 Malibu lineup arrives, including less expensive but not quite as economical non-Eco models arrive. I'd be more than happy with near this fuel economy and $4,000 less on the sticker.